CN212220181U - Air pressure adjusting mechanism and braking device - Google Patents
Air pressure adjusting mechanism and braking device Download PDFInfo
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- CN212220181U CN212220181U CN202021838498.6U CN202021838498U CN212220181U CN 212220181 U CN212220181 U CN 212220181U CN 202021838498 U CN202021838498 U CN 202021838498U CN 212220181 U CN212220181 U CN 212220181U
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Abstract
The utility model discloses an air pressure adjusting mechanism and arresting gear, wherein air pressure adjusting mechanism includes: the air pressure control device comprises a first air pressure sensor, a control unit, an air inlet channel, a pressure relief channel and an actuator. The first air pressure sensor is used for acquiring air pressure in the driving chamber; the control unit is electrically connected with the first air pressure sensor; the air inlet channel is used for communicating an air supply source with the buffer chamber; the pressure relief channel is used for communicating the buffer chamber with the outside; the actuator is electrically connected with the control unit and is used for controlling the opening or closing of the air inlet channel and the pressure relief channel. The utility model discloses can be according to the atmospheric pressure in the timely convenient adjustment cushion chamber of atmospheric pressure in the drive chamber, it is more convenient to adjust and the precision is higher.
Description
Technical Field
The utility model relates to a vehicle braking technical field, especially an air pressure adjusting mechanism and arresting gear.
Background
The brake system is the most important part for ensuring the safe running of the vehicle, but the air brake system adopted by the existing freight car, particularly a large freight car, has a plurality of disadvantages, when the empty car brakes, the brake force can be satisfied, but the integral inertia of the vehicle after loading the cargo is large, the brake force provided by a common brake valve is difficult to satisfy the brake requirement, the brake valve with large brake force needs to be replaced usually to achieve the heavy car brake effect, and the brake system with large air displacement can lock the tire once the pedal is slightly stepped when the vehicle brakes in an idle state, the tire is dragged to be scrapped quickly, meanwhile, certain damage is caused to the hub, and the considerable maintenance cost is increased. And when the vehicle runs on wet and slippery road surfaces in rainy and snowy days, the vehicle is easy to have the phenomena of braking deviation and drifting to cause safety accidents.
In order to solve the above technical problems, the prior art provides a combined brake valve of an air pressure adjusting device, the brake valve is provided with an air pressure adjusting device, the air pressure adjusting device controls the air pressure in a buffer chamber located at the lower part and the lower part of a piston so as to change the ratio of the air pressure in a control cavity at the upper side of the piston to the air pressure in the buffer chamber at the lower side of the piston, the adjustment of the ratio can effectively control the downward moving speed of the piston so as to change the response speed of the brake valve, and the change of the response speed of the brake valve can influence the braking effect. However, the air pressure adjusting device in the prior art has a limited adjusting range, and cannot meet various braking requirements due to the fact that the adjustment is not fine enough.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing an atmospheric pressure adjustment mechanism and arresting gear to solve not enough among the prior art, it can be timely make the adjustment to the atmospheric pressure in the cushion chamber, adjust more meticulous and more convenient regulation.
The utility model provides an air pressure adjusting mechanism, which comprises a first air pressure sensor, a second air pressure sensor, a first air pressure sensor and a second air pressure sensor, wherein the first air pressure sensor is used for acquiring the air pressure in a driving chamber;
the control unit is electrically connected with the first air pressure sensor;
the air inlet channel is used for communicating an air supply source with the buffer chamber;
the pressure relief channel is used for communicating the buffer chamber with the outside;
and the actuator is electrically connected with the control unit and is used for controlling the opening or closing of the air inlet channel and the pressure relief channel.
Further, the actuator is a three-position three-way valve and is provided with an air inlet, an air outlet and a pressure relief port, and the air inlet channel comprises a first air inlet pipe communicated with the air inlet and a second air inlet pipe connected with the air outlet; the pressure relief channel comprises a pressure relief pipe connected with the air outlet.
Further, the actuator is a three-position three-way valve and is provided with an air inlet, an air outlet and a pressure relief port, and the air inlet channel comprises a first air inlet pipe communicated with the air inlet and a second air inlet pipe connected with the air outlet; the pressure relief channel comprises a pressure relief pipe connected with the air outlet.
Furthermore, the air pressure adjusting mechanism is also provided with a second air pressure sensor used for acquiring the air pressure in the buffer chamber, and the second air pressure sensor is electrically connected with the control unit.
Furthermore, the actuator comprises a first electromagnetic valve arranged on the air inlet channel to control the opening or closing of the air inlet channel and a second electromagnetic valve arranged on the pressure relief channel to control the opening or closing of the pressure relief channel, and the first electromagnetic valve and the second electromagnetic valve are both two-position two-way electromagnetic valves or electric control pressure regulating valves.
Further, the air pressure adjusting mechanism further has a storage unit electrically connected to the control unit 43 for storing the air pressure data in the driving chamber 11 acquired by the first air pressure sensor 41.
A braking device comprises the air pressure adjusting mechanism, a valve body, a braking piston and a valve, wherein a valve cavity is formed in the valve body, and the braking piston is arranged in the valve cavity in a sliding mode;
the braking device is also provided with a driving chamber and a buffering chamber which are arranged on two opposite sides of the braking piston, and the air pressure in the driving chamber is used for driving the braking piston to move towards the air valve so as to open the air valve; the air pressure in the buffer chamber is used for offsetting thrust generated by partial air pressure in the driving chamber on the brake piston;
the air inlet end of the air inlet channel is used for communicating with an air supply source, and the air outlet end of the air inlet channel is communicated with the buffer chamber; the air inlet end of the pressure relief channel is used for being communicated with the buffer chamber, and the air outlet end of the pressure relief channel is communicated with the outside.
Further, be provided with the gas outlet on the drive chamber, inlet channel's inlet end is connected to the gas outlet, the indoor air pressure of drive is the air feed source of surge chamber.
Furthermore, arresting gear still has the master cylinder outlet duct, the one end of master cylinder outlet duct is connected to the master cylinder, and the one end of master cylinder outlet duct is connected to the drive chamber, inlet channel's inlet end is connected to the master cylinder outlet duct, the interior atmospheric pressure of master cylinder outlet duct is the air feed source of surge chamber.
Further, the air inlet end of the air inlet channel is connected to an air outlet pipe of a trailer valve, and the air pressure of the air outlet of the trailer valve is an air supply source of the buffer chamber;
or the braking device is also provided with an external air storage cylinder, the air inlet end of the air inlet channel is connected to the external air storage cylinder, and the air pressure of the external air storage cylinder is an air supply source of the buffer chamber.
Further, the braking device is also provided with a client, and the client is electrically connected with the control unit and is used for uploading the condition that the air pressure of the buffer chamber needs to be adjusted to the control unit; the client is a mobile phone APP and/or remote control equipment;
the remote control equipment is provided with a first display unit, a second display unit, a third display unit and a data adjusting unit;
the first display unit is used for displaying a pressure value required by the first air pressure sensor when the buffer chamber needs to be pressurized;
the second display unit is used for displaying the pressure value required to be pressurized in the buffer chamber;
the third display unit is used for displaying a pressure value required by the first air pressure sensor when the air pressure of the buffer chamber needs to be reduced;
the data adjusting unit is used for adjusting the pressure values displayed by the first display unit, the second display unit and the third display unit and uploading the pressure values to the control unit.
Compared with the prior art, the utility model discloses an atmospheric pressure in the acquisition drive chamber that first baroceptor's setting can be timely and according to the timely adjustment cushion chamber of the atmospheric pressure in the drive chamber to realize more accurate control and can realize more convenient adjustment.
The utility model discloses a arresting gear has been equipped with atmospheric pressure adjustment mechanism can be according to the atmospheric pressure in the timely convenient adjustment cushion chamber of the atmospheric pressure in the drive chamber, and it is more convenient to adjust and the precision is higher. The air pressure in the driving chamber is acquired through the air pressure sensor, the air pressure in the buffer chamber is automatically adjusted according to the air pressure, the adjustment of the air pressure in the buffer chamber is facilitated, the adjustment of the braking effect of the braking device is facilitated, and the adjustment accuracy is higher.
Drawings
Fig. 1 is a schematic structural diagram of a braking device disclosed in an embodiment of the present invention;
description of reference numerals: 1-a valve body, 11-a driving chamber, 12-a buffer chamber, 2-a brake piston, 3-a valve, 4-an air pressure adjusting mechanism, 41-a first air pressure sensor, 42-a second air pressure sensor, 43-a control unit, 44-an actuator, 441-an air inlet, 442-an air outlet, 443-a pressure relief opening, 6-a first air inlet pipe, 7-a second air inlet pipe and 8-a pressure relief pipe.
Detailed Description
The embodiments described below by referring to the drawings are exemplary only for explaining the present invention, and should not be construed as limiting the present invention.
As shown in fig. 1, the embodiment of the present invention discloses an air pressure adjusting mechanism, which can be used on a brake valve to adjust the downward moving speed of a brake piston, thereby adjusting the effect of braking and the response speed of braking on the brake valve. It should be noted that the brake valve adjustable by the air pressure adjusting mechanism needs to be provided with a buffer cavity at the lower side of the brake piston, and the air pressure in the buffer cavity is used for generating thrust resisting the downward movement of the brake piston. The air pressure adjusting mechanism controls the downward moving speed of the brake piston by adjusting the air pressure in the buffer cavity on the lower side of the brake piston. Specifically, the brake valve that can be adjusted by the air pressure adjusting mechanism may be a relay valve of a tractor of a heavy truck, a relay valve of a trailer of the heavy truck, or other brake valves that meet the above conditions.
The air pressure adjusting mechanism in this embodiment includes: a first air pressure sensor 41, a control unit 43, an actuator 44, an intake passage and a discharge passage.
The first air pressure sensor 41 is used to acquire the air pressure in the drive chamber 11. The control unit 43 is electrically connected to the first air pressure sensor 41. The actuator 44 is electrically connected to the control unit 43 and is configured to receive an instruction from the control unit 43 to control the opening or closing of the intake passage and the pressure relief passage.
The first sensor 41 obtains the air pressure in the driving chamber 11 and transmits the data to the control unit 43, and the control unit 43 performs comprehensive judgment according to the data of the first sensor 41 and then controls the actuator 44 to open or close the air intake passage or the pressure relief passage.
The air inlet channel is used for communicating an air supply source with the buffer chamber 12, when the actuator 44 controls the air inlet channel to be opened, the air pressure of the air supply source is pressurized into the buffer chamber 12, so that the air pressure in the buffer chamber 12 is increased, when the actuator 44 controls the air inlet channel to be closed, the way of increasing the air pressure in the buffer chamber 12 is cut off, and when the pressure relief channel is closed, a certain air pressure can be stored in the buffer chamber 12. The pressure release passage is used for communicating the buffer chamber 12 with the outside, so that the air pressure in the buffer chamber 12 is discharged to the outside after the pressure release passage is opened, thereby unloading the air pressure in the buffer chamber 12.
The driving chamber 11 and the buffer chamber 12 are respectively located at two opposite sides of the brake piston, the air pressure in the driving chamber 11 is used for pushing the brake piston to move along a first direction, and the air pressure in the buffer chamber 12 is used for offsetting partial thrust generated by the air pressure in the driving chamber 11 to the brake piston 2. The air pressure in the driving chamber 11 can reflect whether the braking is urgent, and when the air pressure in the driving chamber 11 is large, the braking is in an urgent braking state, so that the descending speed of the braking piston needs to be large, and at the moment, the air pressure in the buffer chamber 12 needs to be adjusted to the minimum value to open the pressure relief channel so as to unload the air pressure in the buffer chamber 12. When the air pressure in the drive chamber 11 is low, it is not very urgent to brake, so that a certain air pressure in the buffer chamber 12 is required to resist the thrust of the air pressure in the drive chamber 11 to the brake piston in order to avoid the brake piston 2 dropping too fast.
The driving chamber 11 and the buffer chamber 12 to which the air pressure adjusting device is applied may be two relatively independent spaces, which are respectively located at two sides of a moving object to generate a contact force on two sides of the moving object, and the moving speed of the moving object may be controlled by adjusting the air pressure in the two independent spaces.
Specifically, the control unit 43 may receive a set first threshold in advance, and when the air pressure in the driving chamber 11 reaches the first threshold, it indicates that the air pressure in the buffer chamber 12 needs to be unloaded, in this embodiment, the first threshold may be set to 7 atmospheres, and when the air pressure in the driving chamber 11 obtained by the first air pressure sensor 41 exceeds the first threshold, the air pressure in the buffer chamber 12 is unloaded at this time to realize the rapid descent of the brake piston 2, so as to achieve the purpose of rapid braking response. When the air pressure in the drive chamber 11 acquired by the first air pressure sensor 41 does not exceed the first threshold value, a certain pressure value needs to be maintained in the buffer chamber 12 to resist the descending speed of the brake piston, and therefore, the air intake passage needs to be opened to increase the air pressure in the buffer chamber 12. This first threshold value in fact indicates that the air pressure in the drive chamber 11 has reached a greater value, which indicates that a more urgent braking is required.
Further, in order to control the downward moving speed of the brake piston 2 and thus the braking response more precisely, in this embodiment, the air pressure adjusting mechanism further has a second air pressure sensor 42 for acquiring the air pressure in the buffer chamber 12, and the second air pressure sensor 42 is electrically connected to the control unit 43. The second air pressure sensor 42 is used for acquiring the air pressure in the buffer chamber 12 and transmitting the air pressure data in the buffer chamber 12 to the control unit 43, and the control unit 43 combines the air pressure data in the driving chamber 11 transmitted by the first sensor 41 and the air pressure data in the buffer chamber 12 so as to better adjust the air pressure in the buffer chamber 12 according to the requirement.
The air pressure in the buffer chamber 12 cannot be increased all the time and cannot be greater than the air pressure in the drive chamber 11 because the brake piston 2 will resist the downward movement of the brake piston 2 when the air pressure in the buffer chamber 12 is greater than the air pressure in the drive chamber 11 and brake is effected. Therefore, the control unit 43 may also receive a preset second threshold value, which is used for indicating the maximum value that the air pressure in the buffer chamber 12 can reach, i.e. when the air pressure in the buffer chamber 12 increases to the second threshold value, the air inlet passage may be closed to stop the pressurization to the buffer chamber 12. The second threshold may be set to 2 atmospheres in this embodiment. The second threshold value represents the pressure that can be maintained in the damping chamber 12 to counteract the thrust of the air pressure in the drive chamber 11 on the brake piston 2.
The above-described processes only describe a process in which the air pressure in the buffer chamber 12 needs to be discharged when the pressure reaches the first threshold value during the emergency braking process, and a process in which the air pressure is filled into the buffer chamber 12 when the air pressure in the driving chamber 11 is small during the actual use. When the air pressure in the driving chamber 11 is smaller than the third threshold value, the air pressure in the buffer chamber 12 is zero, that is, the braking force is too small, and there is no need for the air pressure in the buffer chamber 12 to interfere with braking, and when the air pressure in the driving chamber 11 exceeds the third threshold value, it indicates that the braking force in the driving chamber 11 is greater, so as to avoid the situation that the braking response is faster and the brake is locked, a part of the buffer air pressure needs to be filled in the buffer chamber 12 to resist the downward movement of the brake piston. The third threshold value may be set to 2 atm in this embodiment, that is, when the first air pressure sensor 41 senses that the air pressure in the driving chamber 11 reaches 2 atm, it is necessary to open the air inlet passage to fill the air pressure in the buffer chamber to change the response speed of the brake piston. The arrangement of the partial structure can control the brake piston more accurately, and the brake effect when the brake force is small cannot be influenced.
Specifically, in the present embodiment, the actuator 44 is a three-position three-way valve and has an air inlet 441, an air outlet 442 and a pressure relief opening 443, and the air inlet passage includes a first air inlet pipe 6 communicating with the air inlet 441 and a second air inlet pipe 7 communicating with the air outlet 442; the pressure relief channel comprises a pressure relief pipe 8 connected with the air outlet. The first air inlet pipe 6 is communicated with an air supply source and the air inlet 441 of the actuator 44, and the second air inlet pipe 7 is communicated with the air outlet 442 and the buffer air chamber 12, so that when the actuator 44 controls the communication between the air inlet 441 and the air outlet 442, the air pressure can be filled in the buffer air chamber 12. The pressure relief pipe 8 is used to connect the buffer chamber 12 and the air outlet 442, so that when the air outlet 442 in the actuator 44 is communicated with the pressure relief opening 443, the air pressure in the buffer chamber 12 is communicated with the outside, and the air pressure in the buffer chamber 12 is relieved.
Specifically, in the present embodiment, for better control and convenient layout of the pipelines, the pressure relief pipe 8 and the second air inlet pipe 7 are both used for connecting the buffer chamber 12 and the air outlet 442, so that the pressure relief pipe 8 and the second air inlet pipe 7 can be set as the same air pipe. The first intake pipe 6 and the second intake pipe 7 are part of an intake passage, and the pressure release pipe 8 is part of a pressure release passage.
In this embodiment, the first air pressure sensor 41 may be disposed on the first air inlet pipe 6, and the second air pressure sensor 42 may be disposed on the second air inlet pipe 7, so as to obtain the air pressure in the driving chamber 11 more timely, and the installation and fixation of the air pressure sensors are also conveniently achieved.
The valve body is arranged in the three-position three-way valve in the embodiment, the valve body moves in the valve cavity under the action of the electromagnet, so that the air inlet 441, the air outlet 442 and the pressure relief opening 443 are blocked or opened as required, when the buffer chamber 12 needs to be punched, the valve body blocks the pressure relief opening 443 to enable the air inlet 441 and the air outlet 442 to be communicated, when the air pressure in the buffer chamber 12 reaches a second threshold value, namely pressure maintaining is needed, the valve body moves to the air outlet 442 to block the air outlet, and the air inlet 442 and the pressure relief opening 443 are also blocked by the valve body to be not communicated with each other and are in a closed state. When the air pressure in the buffer chamber 12 needs to be unloaded, the valve body moves to the position for blocking the air inlet 441, so that the outlet 442 is communicated with the pressure relief opening 443, and the pressure is unloaded.
The above description shows the first embodiment, that is, the actuator 44 itself is a three-position three-way valve, and the control unit 43 can control the actuator 44 to open and close different air ports of the actuator 44.
In another embodiment, the actuator 44 includes a first solenoid valve disposed on the intake passage to control the opening or closing of the intake passage and a second solenoid valve disposed on the pressure relief passage to control the opening or closing of the pressure relief passage. The actuator 44 may be two independent solenoid valves that control the opening or closing of the intake passage and the pressure relief passage, respectively. Thereby achieving the filling or the unloading of the air pressure in the buffer chamber 12.
Specifically, the first electromagnetic valve and the second electromagnetic valve are both two-position two-way electromagnetic valves or electric control pressure regulating valves. In this embodiment, as a better scheme, the electronic control pressure regulating valve is adopted, so that the channel can be closed timely when the air pressure in the circulating process is detected to a certain value, and compared with a scheme that a pressure value is obtained through a sensor, the pressure value is uploaded to the control unit 43, and the actuator 44 is controlled through the control unit 43 to close, the efficiency is higher, the control sensitivity is improved, and a better technical effect can be achieved.
Further, in this embodiment, the air pressure adjusting mechanism further has a storage unit electrically connected to the control unit 43 for storing the air pressure data in the driving chamber 11 acquired by the first air pressure sensor 41. Or the storage unit is directly electrically connected with the first air pressure sensor 41 for storing the air pressure data in the driving chamber 11. The storage unit may store the air pressure of the first air pressure sensor 41 for a certain time to enable acquisition of air pressure data in the drive chamber 11. The storage unit can be connected to a computer through a data line or can send data to the client in real time through the communication module.
The driving habits of the driver can be monitored and analyzed in real time according to the data, the brake treading conditions of the driver in the braking process in the light load state and the braking process in the heavy load state are compared, and the braking proportion of the brake valve is adjusted according to the brake treading conditions. And a basis is provided for the implementation of the adjustment of the brake valve to the driving habit and the braking force required by the driver. In addition, the storage unit can also provide basis for analyzing accident reasons after an accident occurs, and specifically, the data can be used for displaying whether a braking action and an emergency braking action process are implemented when the accident occurs. When the braking action does not occur, it can be determined that the driver may enter a fatigue driving semi-sleep state and thus the braking process is not taken in time. When the data of the trampling brake is available, the emergency brake is adopted, but the normal brake distance cannot be effectively kept due to the damage of the brake pad, the brake drum and other mechanical parts, so that the accident can be caused, and the data can be displayed as judgment basis.
Furthermore, the air pressure adjusting mechanism is also provided with a third air pressure sensor, and the third air pressure sensor is arranged at the position of the air outlet of the brake valve and used for acquiring the air pressure value of the outlet of the brake valve after the valve of the brake valve is opened. Through the comparison of the first air pressure sensor and the third air pressure sensor, whether the brake valve air outlet pipe is broken or the inner skin of the brake air chamber is broken or not can be judged and analyzed, and the braking force caused by air leakage is instantly reduced, so that the accident is caused. When the data of the brake valve and the brake chamber are greatly different, the rupture of the air outlet pipe of the brake valve or the rupture of the inner skin of the brake chamber and air leakage can be indicated.
For example, the pressure in the driving chamber of the emergency brake reaches the peak value, for example, 9 atmospheres in the emergency brake process, but the air outlet of the brake valve has only 1 to 2 atmospheres of data, and the occurrence of such a large pressure difference can conclude that a pipe is broken or the air outlet pressure is leaked due to the rupture of the inner skin of the brake cylinder (air chamber), and the brake mechanical part cannot normally generate brake friction torque, which directly causes an accident.
In another embodiment of the present invention, a brake device is also disclosed, including: the air pressure regulating valve comprises a valve body 1, a brake piston 2, an air valve 3 and the air pressure regulating mechanism 4, wherein a valve cavity is arranged in the valve body 1, and the brake piston 2 is arranged in the valve cavity in a sliding manner;
the brake valve also has a drive chamber 11 and a buffer chamber 12 disposed on opposite sides of the brake piston 2, and air pressure in the drive chamber 11 is used to drive the brake piston 2 toward the valve 3 to open the valve 3. The air pressure in the buffer chamber 12 is used to counteract a portion of the thrust generated by the air pressure in the drive chamber 11 on the brake piston 2.
The brake piston 2 moves up and down in the valve cavity, the upper side of the brake piston forms a driving chamber 11, a brake pedal is stepped down in the brake process, air pressure of an air outlet pipe of the brake master cylinder enters the driving chamber 11, the air pressure in the driving chamber 11 is increased to push the brake piston 2 to move towards the direction of the valve 3 to open the valve 3, and the valve 3 is opened to conduct a brake loop. When the air pressure in the driving chamber 11 is reduced after the brake is released, the brake piston 2 moves in a reset mode, and meanwhile the valve 3 moves in a reset mode under the action of the reset mechanism to close a brake circuit so as to release the brake.
The large truck in the prior art adopts an air brake system, which has many disadvantages, and the braking force required by the large truck in the no-load state and the heavy load state is different, so that the requirements on the braking device are different, and the situation that the braking device reacts too sensitively and responds too timely to cause tire locking in the light load state is avoided as much as possible. Under the heavy load state, the brake device is required to respond in time to avoid the situation that the vehicle cannot be braked due to the unsatisfactory braking effect.
In order to adapt to different load requirements, the prior art provides a braking device which is provided with a buffer chamber 12 at the lower part of a braking piston 2, a certain amount of air pressure is filled in the buffer chamber 12 to generate upward driving force for the braking piston 2 when the braking device is not needed to brake too sensitively, so that the downward movement of the braking piston 2 is gentle, the opening of a valve 3 is gentle, and finally the effect of braking gently under the no-load or light-load state is achieved, and when the braking response is needed to be timely, the air pressure in the braking piston 2 is released to realize the rapid downward movement of the braking piston 2 and further rapidly open the valve 3 to generate rapid braking.
An air pressure adjusting device is arranged for adjusting air pressure in the buffer chamber 12 in the prior art, and the air pressure adjusting device is provided with an air inlet, an air outlet, a pressure relief opening, a switch piston and a propping spring, wherein the air inlet is communicated to the driving chamber 11, the air outlet is communicated to the buffer chamber 12, the propping spring plays a limiting role on the position of the switch piston, the position of the switch piston under the condition of small braking force is required just enables the air inlet to be communicated with the air outlet, and at the moment, part of air source can enter the buffer chamber 12 to resist the descending of the brake piston 2. However, when the brake air pressure in the driving chamber 11 is large, the force applied to one side of the switch piston by the air pressure is larger than the acting force applied to the switch piston by the abutting spring, and at this time, the pushing force generated by the air pressure drives the switch piston to move so as to close the communication between the air inlet and the air outlet, and simultaneously the air outlet and the pressure relief opening are conducted so that the air pressure in the buffer chamber 12 is unloaded, so that the brake piston 2 can move down rapidly when the braking force requirement is large. In the prior art, the switch piston can be pushed to move to unload the air pressure in the buffer chamber 12 only when the air pressure in the driving chamber 11 reaches the action force capable of pushing the switch piston to overcome the abutting spring, that is, the air pressure in the driving chamber 11 can be unloaded from the air pressure in the buffer chamber 12 only after the air pressure in the driving chamber 11 reaches the moving threshold value. However, the movement thresholds that may be required by different vehicles according to their own use states are different. Therefore, in order to meet the requirements of different users, an adjusting bolt is further arranged at one end of the abutting spring, and the adjusting bolt can change the expansion amount of the abutting spring so as to change the acting force of the abutting spring on the switch piston, and further plays a role in changing and limiting the movement threshold of the switch piston.
The prior art structure has following defect, can only change the spring degree of swelling through adjusting bolt and adjust when changing the removal threshold value of moving piston, this kind of adjustment mode is more subjective at will, because of the spring fatigue stability is very poor and need find atmospheric pressure adjusting device in accommodation process and adjust, and atmospheric pressure adjusting device generally sets up on the brake valve, consequently often need the user to climb to the vehicle bottom and adjust and bring inconvenience for the use, and just chaotic because of can not the visual observation adjustment data is adjusted easily, still need professional to detect equipment adjustment with the specialty, cause very big not convenient.
In order to solve the above technical problem, the braking device of the embodiment of the present invention is equipped with the above air pressure adjusting mechanism 4, specifically, the air pressure adjusting mechanism 4 includes the first air pressure sensor 41, the control unit 43, and the actuator 44, the air inlet channel and the pressure relief channel, which are used for acquiring the air pressure in the driving chamber 11, and are electrically connected to the control unit 43. The control unit 43 is electrically connected to the first air pressure sensor 41. The actuator 44 is used to control the opening or closing of the intake passage, and the actuator 44 is also used to control the opening or closing of the relief passage.
The remote control adjustment of the braking device is realized through the arrangement of the structure, the adjustment of the air pressure in the buffer chamber 12 is facilitated, the adjustment of the braking effect of the braking device is further facilitated, and the adjustment accuracy is higher.
In the present embodiment, the control unit 43 may be an ECU system of the automobile, or a separate control system, such as a microprocessor, a single chip, etc., and is not limited herein.
When the control unit 43 determines that the air pressure needs to be filled into the buffer chamber 12, the control unit 43 controls the actuator 44 to fill the air pressure in the supply air source into the buffer chamber. Therefore, the brake device further comprises an air supply source for supplying air pressure to the buffer chamber 12, and specifically, the actuator comprises an air inlet 441 communicated with the air supply source, an air outlet 442 communicated with the buffer chamber 12 and a pressure relief opening 443 communicated with the outside;
the control unit 43 controls the communication between the air inlet 441 and the air outlet 442 to pressurize the air pressure in the air supply source to the buffer chamber 12, and controls the communication between the air outlet 442 and the pressure relief opening 443 to reduce the air pressure in the buffer chamber 12.
The air pressure in the buffer chamber 12 is supplied by the driving chamber 11, that is, the air supply source is the driving chamber 11, at this time, the air inlet end of the air inlet channel needs to be communicated to the driving chamber 11, an additional mouthpiece can be arranged on the driving chamber 11 to facilitate connection, and in this embodiment, one end of the first air inlet pipe can be connected to the mouthpiece of the driving chamber 11. The air pressure in the drive chamber 11 provides the air pressure required for pressurizing the buffer chamber 12. The advantage of this design is that the maximum air pressure in the buffer chamber 12 can only reach the maximum air pressure in the drive chamber 11, so that the air pressure in the buffer chamber 12 will not be too high to exceed the air pressure in the drive chamber 11 and affect the braking of the brake device when the control device fails.
In another embodiment, the brake device further includes a master cylinder air outlet pipe which is communicated with the driving chamber 11 and provides air pressure for the driving chamber 11, an end of the air inlet channel may be directly communicated with the master cylinder air outlet pipe, that is, one end of the first air inlet pipe 6 is directly communicated with the master cylinder air outlet pipe, a tee joint may be disposed on the master cylinder air outlet pipe and connected to the first air inlet pipe 6 through an air outlet pipe of the tee joint, and the air supply source is the master cylinder air outlet pipe. The air pressure supplied to the buffer chamber 12 through the brake master cylinder air outlet pipe is equivalent to the air pressure supplied to the buffer chamber 12 through the driving chamber 11, and because the air pressure in the driving chamber 11 comes from the brake master cylinder air outlet pipe, the problem that the air pressure in the buffer chamber 12 is too large can not occur.
In other embodiments, the gas supply source is an external gas cylinder. The problem that exists in this scheme that the atmospheric pressure in buffer chamber 12 supplies air through independent air intake system, can external air receiver on the frame may be that the executor 44 of needs has better sensitivity, avoids appearing the condition that the atmospheric pressure in buffer chamber 12 exceedes the atmospheric pressure in the drive chamber 11 and appears.
In another embodiment, when the brake device is applied to a relay valve in a brake system on a trailer, the air supply source can also be a trailer valve air outlet pipe, the air inlet end of the air inlet channel is connected to the trailer valve air outlet pipe, or the air inlet channel end can be directly communicated to the trailer valve air outlet pipe, namely, one end of the first air inlet pipe 6 is directly communicated with the trailer valve air outlet pipe, a tee joint is arranged on the trailer valve air outlet pipe and is connected to the first air inlet pipe 6 through one air outlet pipe of the tee joint, and the air supply source is the trailer valve air outlet pipe. The air pressure discharged through the trailer valve is the air supply source for the buffer chamber 12.
In this embodiment, the control unit 43 needs to compare the data acquired by the first air pressure sensor 41 with a first threshold when determining whether the air pressure in the driving chamber 11 needs to be braked quickly, and the first threshold is preset by the client and is uploaded to the control unit. Therefore, in this embodiment, the braking device further has a client for remote control setting, and the client is electrically connected to the control unit 43 for uploading the condition that the air pressure of the buffer chamber 12 needs to be adjusted to the control unit 43.
As a further optimization scheme, in this embodiment, the client is a remote control device, specifically, a remote control panel disposed in a cab, and the remote control device has a first display unit, a second display unit, a third display unit, and a data adjustment unit; of course, in other embodiments, only one display unit may be provided on the remote control device, and the display unit is controlled to change by keys to display different data.
The first display unit is used for displaying the pressure value required by the first air pressure sensor 41 when the buffer chamber 12 needs to be pressurized. The first display unit is used for displaying the magnitude of a second threshold value, which is also called a starting pressure value, wherein the magnitude of the second threshold value indicates that the control unit 43 starts to pressurize the buffer chamber 12 only when the air pressure in the driving chamber 11 reaches the second threshold value, and does not operate when the air pressure is lower than the second threshold value.
The second display unit is used for displaying the pressure value required to be pressurized in the buffer chamber 12. The second display unit is used for displaying the pressure value, also called the dwell value, required in the buffer chamber 12 under the current pressure of the driving chamber 11.
The third display unit is used for displaying the pressure value required by the first air pressure sensor 41 when the air pressure in the buffer chamber 12 needs to be reduced. The third display unit displays the first threshold, wherein the first threshold is greater than the second threshold, when the air pressure in the driving chamber 11 increases to the first threshold, which indicates that the air pressure in the driving chamber 11 is greater, and thus emergency braking may be required, and therefore the air pressure in the buffer chamber 12 needs to be unloaded, so that the value displayed by the third display unit is also called a pressure relief value, that is, the air pressure in the driving chamber is unloaded when the air pressure reaches the pressure relief value.
The data adjusting unit is configured to adjust the pressure values displayed by the first display unit, the second display unit, and the third display unit and upload the pressure values to the control unit 43. The data adjustment unit is used for adjusting the size of opening pressure value, pressurize value and pressure release value respectively to can make better adjustment as required, the remote control panel can be placed in the driver's cabin in order to make things convenient for the driver to in time know and conveniently adjust brake device's state, and can be more accurate make the adjustment with the information datamation that will need the adjustment.
The data adjusting unit may be a number of data buttons provided on the remote control panel, or the data adjusting unit may be a button for adjusting up and down instructions formed near each display unit.
In addition, in this embodiment, the client may also be a mobile phone APP or a computer client, and sends data and instructions to the control unit 43 through the mobile phone APP.
The structure, features and effects of the present invention have been described in detail above according to the embodiment shown in the drawings, and the above description is only the preferred embodiment of the present invention, but the present invention is not limited to the implementation scope shown in the drawings, and all changes made according to the idea of the present invention or equivalent embodiments modified to the same changes should be considered within the protection scope of the present invention when not exceeding the spirit covered by the description and drawings.
Claims (10)
1. An air pressure adjustment mechanism, comprising:
the first air pressure sensor is used for acquiring air pressure in the driving chamber;
the control unit is electrically connected with the first air pressure sensor;
the air inlet channel is used for communicating an air supply source with the buffer chamber;
the pressure relief channel is used for communicating the buffer chamber with the outside;
and the actuator is electrically connected with the control unit and is used for controlling the opening or closing of the air inlet channel and the pressure relief channel.
2. The air pressure adjusting mechanism according to claim 1, wherein the actuator is a three-position three-way valve and has an air inlet, an air outlet and a pressure relief port, and the air inlet passage includes a first air inlet pipe communicating with the air inlet and a second air inlet pipe connecting with the air outlet; the pressure relief channel comprises a pressure relief pipe connected with the air outlet.
3. The air pressure adjusting mechanism according to claim 1, further comprising a second air pressure sensor for acquiring air pressure in the buffer chamber, wherein the second air pressure sensor is electrically connected to the control unit.
4. The air pressure regulating mechanism according to claim 1, wherein the actuator comprises a first electromagnetic valve arranged on the air inlet channel to control the opening or closing of the air inlet channel and a second electromagnetic valve arranged on the pressure relief channel to control the opening or closing of the pressure relief channel, and the first electromagnetic valve and the second electromagnetic valve are both two-position two-way electromagnetic valves or electrically controlled pressure regulating valves.
5. The air pressure adjusting mechanism according to claim 1, further comprising a storage unit electrically connected to the control unit for storing the air pressure data in the driving chamber obtained by the first air pressure sensor.
6. A brake apparatus comprising the air pressure regulating mechanism according to any one of claims 1 to 5, a valve body, a brake piston, and a valve body, the valve body having a valve chamber therein, the brake piston being slidably disposed in the valve chamber;
the braking device is also provided with a driving chamber and a buffering chamber which are arranged on two opposite sides of the braking piston, and the air pressure in the driving chamber is used for driving the braking piston to move towards the air valve so as to open the air valve; the air pressure in the buffer chamber is used for offsetting thrust generated by partial air pressure in the driving chamber on the brake piston;
the air inlet end of the air inlet channel is used for communicating with an air supply source, and the air outlet end of the air inlet channel is communicated with the buffer chamber; the air inlet end of the pressure relief channel is used for being communicated with the buffer chamber, and the air outlet end of the pressure relief channel is communicated with the outside.
7. The brake apparatus according to claim 6, wherein the driving chamber is provided with an air outlet, an air inlet end of the air inlet channel is connected to the air outlet, and air pressure in the driving chamber is an air supply source of the buffer chamber.
8. The braking device according to claim 6, wherein the braking device is further provided with a master cylinder air outlet pipe, one end of the master cylinder air outlet pipe is connected to the master cylinder, one end of the master cylinder air outlet pipe is connected to the driving chamber, the air inlet end of the air inlet channel is connected to the master cylinder air outlet pipe, and air pressure in the master cylinder air outlet pipe is an air supply source of the buffer chamber.
9. The brake device according to claim 6, wherein the air inlet end of the air inlet channel is connected to an air outlet pipe of a trailer valve, and the air pressure of the air outlet pipe of the trailer valve is the air supply source of the buffer chamber;
or the braking device is also provided with an external air storage cylinder, the air inlet end of the air inlet channel is connected to the external air storage cylinder, and the air pressure of the external air storage cylinder is an air supply source of the buffer chamber.
10. The braking apparatus according to claim 6, characterized in that: the braking device is also provided with a client which is electrically connected with the control unit and is used for uploading the condition that the air pressure of the buffer chamber needs to be adjusted to the control unit; the client is a mobile phone APP and/or remote control equipment
The remote control equipment is provided with a first display unit, a second display unit, a third display unit and a data adjusting unit;
the first display unit is used for displaying a pressure value required by the first air pressure sensor when the buffer chamber needs to be pressurized;
the second display unit is used for displaying the pressure value required to be pressurized in the buffer chamber;
the third display unit is used for displaying a pressure value required by the first air pressure sensor when the air pressure of the buffer chamber needs to be reduced;
the data adjusting unit is used for adjusting the pressure values displayed by the first display unit, the second display unit and the third display unit and uploading the pressure values to the control unit.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021838498.6U CN212220181U (en) | 2020-08-28 | 2020-08-28 | Air pressure adjusting mechanism and braking device |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021838498.6U CN212220181U (en) | 2020-08-28 | 2020-08-28 | Air pressure adjusting mechanism and braking device |
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| Publication Number | Publication Date |
|---|---|
| CN212220181U true CN212220181U (en) | 2020-12-25 |
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| CN202021838498.6U Active CN212220181U (en) | 2020-08-28 | 2020-08-28 | Air pressure adjusting mechanism and braking device |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115520171A (en) * | 2022-11-10 | 2022-12-27 | 克诺尔车辆设备(苏州)有限公司 | Brake monitoring device and brake system |
-
2020
- 2020-08-28 CN CN202021838498.6U patent/CN212220181U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115520171A (en) * | 2022-11-10 | 2022-12-27 | 克诺尔车辆设备(苏州)有限公司 | Brake monitoring device and brake system |
| CN115520171B (en) * | 2022-11-10 | 2023-12-26 | 克诺尔车辆设备(苏州)有限公司 | Brake monitoring device and brake system |
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Effective date of registration: 20220905 Address after: 256800 East Outer Ring Road, Zhanhua District, Binzhou City, Shandong Province (south of Xiyang Coal Field) Patentee after: Shandong Anshun Brake System Co.,Ltd. Address before: No. 603, Dingjia village, Fuguo Town, Zhanhua District, Binzhou City, Shandong Province Patentee before: Wang Hanfeng |